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1.
Annex 2 : The monetary valuation of external costs
In order to implement policy initiatives aimed at the internalisation of the external costs of transport
it is necessary to assign a monetary value to such external costs. A number of different evaluation
methods have been used in the past, providing a range of empirical estimates concerning the external
costs of transport. It may therefore be useful to briefly discuss the main options and their respective
advantages and disadvantages.
The starting point for a discussion on valuation has to be a definition of what is understood by
quot;economic valuequot;. In a market economy, we tend to value goods and services according to their
market value. Thus, the value of a car, for example, is the price one has to pay for purchasing it (or
how much one receives on selling it). This market price reflects what consumers (or producers) are
willing to pay, i.e. quot;what it is worth to themquot;. Observing market prices is therefore a very convenient
way to determine the economic value. However, there are rarely markets for cleaner air or a reduction
in noise levels. This is what makes the monetary valuation of external costs so difficult. It is exactly
because external costs are not properly reflected in market prices that we have difficulties in identifying
their size in monetary terms.
Economists have developed and widely used a number of different approaches to overcome this
problem of a lack of observable market transactions. In doing so, they tried, either to infer information
from existing markets and transfer it to the externality in question or, to rely on alternative methods
for directly identifying peoples' preferences. The main methods applied to the measurement of the
external costs of transport in the literature can be summarised as follows.
Damage function/dose-response approach: With this method, no attempt is made to directly measure
peoples' preferences. Instead, a quot;dose-responsequot; relationship is taken as the basis and a relationship
is established, based on scientific knowledge, between the observable environmental pressure (e.g.
particulate emissions or noise) and the observable impact (e.g. in terms of increased morbidity or
mortality). It is only with respect to the latter that a monetary valuation is attempted. This method
is appealing due to its reliance on established scientific knowledge. However, the monetary valuation
is limited to the costs that are visible in the market (hospital costs, labour productivity, etc.). Thus,
this approach has the important disadvantage of being unable to provide an answer on the question of
how much people would be willing to spend in order to reduce the risk of damage in the case of
scientific uncertainty (precautionary approach). In practice, a damage function approach can therefore
often be expected to underestimate the welfare costs of a given externality. On the other hand, it may
be particularly suitable in cases where people are unaware of a certain dose-response relationship and
would therefore probably not have well established preferences.
Avoidance costs approach: This frequently used technique takes the costs of measures to reduce
transport externalities as an approximation for the value of the externality. The logic behind this
approach is that, in a Parliamentary democracy, people express their preferences not only on the
market, but also during elections. Thus, if a tighter environmental norm has been adopted, this reflects
the fact that, via their elected representatives, the electorate has expressed its preferences.
The main advantage of this approach is that avoidance costs are comparatively easy to establish, as the
costs of end-of-pipe technologies (like catalytic converters) or other defensive expenditure (e.g. double
glazing for sound-proofing) are usually well known. The main disadvantages of this approach are
twofold. Firstly, and most importantly, there is the risk of a circular reasoning when one would like
to establish policy priorities in the first place. In fact, one cannot undertake an ex ante cost/benefit
analysis of alternative policy proposals if the benefits can only be inferred ex post after the political
decision has been taken. Secondly, due to the characteristics of the political processes in a democratic
system, not only will there be a time lag between a change in people's preferences and a change in
political decisions, but the political process will normally only capture preferences in an aggregate way
(quot;more environmental qualityquot; rather than quot;reduction in particulate emissions by 40%quot;).
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2.
Hedonic pricing approaches: This approach looks for a market on which goods or factors of production
are traded and observes how environmental attributes affect the market prices (so-called surrogate
markets). The most frequent forms of hedonic pricing use observed property values (e.g. house prices)
or wage rates for estimating the monetary value of external costs. This method has often been applied
to estimate the costs of traffic noise, the underlying logic being straightforward. As people prefer not
to live near a noisy road or airport, house prices tend to be somewhat lower than they would have been
in the same location without the noise. The comparison of house prices between a location with noise
and one with otherwise identical or at least similar characteristics but without noise therefore provides
an implicit valuation of the economic costs of noise. Clearly, the hedonic price method can only reveal
the costs of impacts people are aware of. Moreover, it assumes the existence of smooth, continuous
trade-off possibilities among all characteristics. These and other reasons would suggest that hedonic
pricing will often tend to underestimate the size of the external costs in question. There are other
measures (such as the travel cost method) which adopt a methodology similar to hedonic pricing, but
are less applicable to the specific problem of transport-related externalities.
Contingent valuation/stated preferences approach: Conceptually, this approach is the closest to what,
from the economic point of view, one would ideally like to have - namely an expression of preferences
in monetary terms on a market. In a nutshell, this method usually relies on interviews or written
questionnaires for quantifying how much citizens feel their well-being is being reduced by exposure
to a given amount of externality. In such comprehensive willingness-to-pay (WTP) studies, individuals
would be asked how much they would be willing to pay in order to no longer be the victim of a certain
level of externality (e.g. traffic noise). Analogously, in or willingness-to-accept (WTA) studies, people
are asked how much financial compensation they would require due to a deterioration in their
environment in order to be as well off as before. Both approaches do not necessarily arrive at the same
monetary value. Which of the two methods should be applied in a particular case largely depends on
the role of existing property rights in the case of the problem being studied. If one considers that
people have the right to a clean, quiet and safe environment, then it would be appropriate to
compensate those being affected by a deterioration in the quality of the environment resulting from the
behaviour of others. In this case, willingness-to-accept would be the more appropriate approach. If,
on the other hand, the environment is already damaged and the policy question is by how much the
pressure on the environment should be reduced, willingness-to-pay seems to be the more adequate
methodology. One important point to keep in mind is that willingness-to-pay depends on ability-to-pay
(e.g. income), which is less so in the case of willingness-to-accept.
The choice of the method of valuation can have a significant impact on the results in terms of the size
of the monetary value. Generally speaking, contingent valuation/stated preferences studies tend to
arrive at higher monetary values for external costs than alternative approaches. This is due to the fact
that many more components of the economic value are included than for the case of other methods.
This can best be explained with the help of an example. Most countries use monetary values for a
statistical life in order to economically evaluate traffic safety measures. However, the official valuation
varies significantly between countries. It is interesting to see that those countries where the economic
valuation adopts a comprehensive willingness-to-pay approach including, for example, the pain and
suffering of relatives, tend to use monetary values that are more than twice those of countries that limit
their approach to easily measurable items like physical damage and value of the production lost. In
fact, countries relying on the willingness-to-pay approach value a fatal traffic accident on average at
around 1.3 million ECU. If there were something like a quot;market for traffic safetyquot;, the quot;market pricequot;
would most likely be close to this comprehensive value, i.e. including quality of life aspects.
One of the disadvantages of willingness-to-pay or willingness-to-accept studies is that, due to the
necessary field work, they tend to be comparatively more costly to undertake than studies based on
other valuation methods. Attempts are therefore often made to transfer benefit estimates from one
study or location to another. Furthermore, the interviews/questionnaires have to be carefully designed
in order to minimise strategic answering behaviour and other differences between stated and quot;truequot;
preferences.
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3.
Despite these and other shortcomings, contingent valuation is, from the economic point of view, often
likely to be the most desirable method for valuing external costs or benefits due to its
comprehensiveness and direct, preference-based approach. It is also likely to be the only approach that
could, in principle, allow the value people attach to the mere existence of rare environmental assets
or to the option of using such assets in the future to be measured in monetary terms. Its validity is by
now generally accepted (see the conclusions of an expert panel of eminent economists recently set up
by the US National Oceanic and Atmospheric Administration, NOAA) and guidelines for its use have
been established.
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4.
Annex 3 : Criteria for selecting policy instruments to curb transport externalities
Effectiveness : It is clear that any policy instrument should reach its intended objective of reducing
a specific transport externality. There can be significant differences in the degree of certainty with
which alternative instruments are likely to reach their target. It has to be emphasized, however, that
a high degree of effectiveness in precisely reaching a target is not always an asset. In particular, when
there is a high degree of uncertainty concerning the actual costs of reaching the target, effective
instruments will increase the economic penalty of not having chosen the right target. In such a
situation, it may be preferable to choose an approach that puts more emphasis on keeping the costs of
the policy under control than on precisely reaching the target.
The Principle of Welfare Costs
The principle of welfare costs is fairly straightforward. Individual citizens feel that the
more they can live according to their individual preferences, the larger is their well-being.
Whenever the Government overrules these preferences (for example by introducing traffic
bans) this represents a quot;costquot; in terms of well-being to the individual (which has of course
to be compared to the benefits of this policy intervention, e.g. in terms of reduced
accidents). This cost can be measured in monetary terms by the monetary compensation
an individual would require in order to feel as well-off as before the government
intervention; the concept of welfare costs is the basis of the use of the willingness-to-pay
approaches discussed in section 2.4.
Cost-effectiveness : Cost-effectiveness is a key criterion which suggests selecting an instrument that
is able to reach a predefined target at least cost. In this context, it is crucial to have a comprehensive
notion of quot;costsquot;. Often, costs are understood to be merely the costs of technologies (e.g. a catalytic
converter). It should be clear, though, that there are many policies where the technology costs only
represent a small or even negligible part of the true costs to society. This means that the only
economically valid cost concept is total welfare costs (see box above). It goes without saying that this
comprehensive cost concept also includes administrative and transaction costs. In particular the latter
can be quite important. It is this welfare cost that is the true economic cost of a policy intervention.
Static and Dynamic Cost Effectiveness
The difference between static and dynamic cost effectiveness can easily be illustrated for the
case of product standards. Assume, for example, that the government introduces emission
standards for car engines and power stations. Static cost-effectiveness would in this case
require the additional cost of saving one unit of emissions from a more environmental friendly
power station is equal to the cost of saving this unit emission from a more environmental
friendly car. Dynamic cost-effectiveness requires that this is not only the case at the point in
time when the product standards are decided upon, but during the entire period that the
standards are binding. This would imply among other things that both standards are
permanently adapted to technical progress. It is clear that, in the case of the example chosen,
neither static nor dynamic cost-effectiveness is likely to be given. It is precisely one of the key
advantages of market-based policy instruments that they are more likely to guarantee static and
dynamic cost-effectiveness.
Transparency : Externalities seem to be one of the most important areas where governmental
interventions are justified and strongly needed to achieve an efficient economy. To assure that the
interventions are justified, understood and accepted it is important that the necessary interventions are
transparent. Simple instruments should be favoured as much as possible.
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